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(No Model.) 4 Sheets-Sheet 1.

W. B. TURNER.

AUTOMATIC GAR BRAKE.

No. 278,835. Patented June 5,1888.

ATTORNEY (No Model.) 4 Sheets-Sheet 2.

W. B. TURNER.

I AUTOMATIC GAR BRAKE.

No. 278,835. Patented June 5,1883. m h 133x Y9 fig E x [N E 1 I:

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ATTEIRNE Y (No Model.) 4 Sheets-Sheet 3.

V w. B. TURNER AUTOMATIC GAR BRAKE.

Patented June 5, 1883.

\A/ITNEEEEE 19% N. PEIEIRS, Mo-Lmm m rm, wzshingwn. D. C.

(No Model.) 7 4 Sheets-Sheet 4.

W. B. TURNER.

AUTOMATIC GAR BRAKE. 7 No. 278,835. Patented June 5,1883

WITNESSES; INV TEL M flm M ATTORNEY Nv PETERS. Pmmum q rw. Wulmslen.0.0.

ATENT XVILLIAM B. TURNER, OF XEW' YORK, N. Y ASSIGNOR OF ONE-HALF TOCORNELIUS BEARD, OF SAME PLACE.

AUTOMATIC SPECIFICATION forming part of Letters Patent No 278,835, dated.June 5 1883. Application filed DecemberIS, 1882. (No model.)

draw-bars constructed to be disengaged at each change in direction.

The invention consists of a car-brake adapted to be automaticallyadjusted from an operative position in one direction to an operativeposition in the opposite direction by the rotation of the car-axleoperating through an eccentric ortoothed collar and other suitablemechanism,

- such adjustment being eifected at each change in the direction of thewheel rotation, no matter to which end of the car the engine is attachedor whether pushed or pulled.

Reference is to be had to the accompanying drawings, forming part ofthis specification, in which similar letters of reference indicatecorresponding parts in all the figures.

Figure 1 is a partly-sectional side elevation of a portion of acar-frame with my improved brake applied. Fig. 2 is an enlarged sideelevation of certain details of my brake. Fig. 3 is a plan view of acar-frame with parts broken away to exhibit other parts, showingportions of my brake mechanism in position. Fig. 4 is an enlarged edgeelevation of the swinging frame, its attachments, and supports. Fig. 5

- is an enlarged side elevation of the same.

Fig. 6 is an enlarged side elevation of upper portion of theoperating-lever and its attachments or connections. Fig. 7 is anenlarged plan of the opei-atiiiglever, sleeve, and camrod. Fig. 8 is anenlarged plan of one end of the pitman that is adapted to clasp the headof the operating-lever. Fig. 9 is an enlarged partly-sectionalelevation, showing a portion of the operating-lever, the clip in whichit is fulcrumed, and the clip supports or guides. Fig. 10 is an enlargedplan view of the clips and their attachments. Fig. 11 is an enlargedfront elevation of the axle collar or pulley in position. Fig. 12 is anenlargedlongitudinal sectional elevation of the same. Fig. 13 is anenlarged cross-section of the same. Fig. 14 shows amodification of aportion of my improved device. Fig. 15 shows another modification of aportion of the same. Fig. 16 represents an enlarged partlysectional planview of draw-head, 'draft'timbers, slides, follower plates, anddraw-head spring in their normal position. Fig. 17 is a partly-sectionalside elevation of same with the draw -head compressed. Fig. 18 is apartly-sectional elevation of the same with the draw-head extended.

In the drawings-A represents a cal-frame; B B, the front and rear axles,and C C the front and rear wheels, respectively, of atruck.

On the shank of the draw-bar D, held apart by spring D surrounding saidshank, are two follmverplat es, D D", respectively, that are normallyheld between grooved slides D which are secured opposite and parallel toeach other on the draft-timbers D as shown in Figs. 16, 17, and 1.8, theformer or front plate being adapted to be moved rearward by thecompression of the draw-bar and forward by the action of the spring D",and the latter or rear plate being movable rearward by the spring actionand forward by theextension of the draw-bar, the normal position of saiddraw-bar, followerplates, and spring being shown in Fig. 16.

Held loosely upon the draw-bar, between the plate D and the forward endof the spring D, is a hanger, E, to the lower end of whiehis hinged orpivoted the forward end of a pitman, E, extending horizontally rearwardthrough a swinging frame, F, and having its forked end adapted to claspthe head of the operating-1e ver 1.

.From the lower end of the plate D a link, F, extends rearward above thepitman E, its slotted end having engaged in it the upper pin, a, of theswinging frame F, so that themovetrolled by the compression orextensionsof the draw-bar partly through the medium of saidlink F;Secured opposite each other upon the carments and position of the lattershall be contimbers are hanging plates G G, whose free.

ends are held opposite and apart from each other by rods I) c, andbetween these plates G Cr is suspended the swinging frame F, which issupported by the pitman E, that passes between its pins f g. Said frameF consists of two plates, (I (7, preferably of iron, held apart andopposite each other by bars or pins afg, between the latter two of whichthe pitman E passes, as before said, and from each plate (7, from aboutthe center of the rear edge thereof, there projects laterally stops 71,that are de-- signed to always rest against the rear edge of the platesG G.

On the car-timbers, belowthe plates G G, are secured. two' dependingopposite plates, H H, of wood or metal, on the former of which ispivoted by a pin, 11, a rocking lever, K, having pivoted upon it twoopposite and .tbrwardprojecting dogs, K. K respectively, each pro videdwith an inward-proiccting nose 'i. 'A spring, K, stretched between thesedogs K K holds them toward each other, and so that they may, whendesirable in the operation of the brake, be. brought in contact with thetooth or eccentric L of a collar, If, that is rigidly secured on thefront axle, ,B, said dogs K I? being held in position when in operationby contact of their free extremities with pins lc, that projectlaterally from the plate H. The tooth L is properly termed an eccentric,because it,in revolving,makes an eccentric or crank motion, or operatesto produce alternate or reciprocating motion. 1

To the upper end of the rocking lever K is pivoted arearward]y-extending lever, M, having a canrtooth, I, the rear end ofwhich cam lever M is supported on a pin, 2):, that projects laterallyfrom the operating-lever I, and this rear end of the lever M iseonnected by a link,

I, with a sleeve,'l, that fits loosely about the head of theoperatingdever I and affords a support for the rear end of the pitman E.

About the axle B is also rigidly fixed a motor firictioirpulley, N, thatis preferably constructed of two semi-cylindrical castings, 12 '11,banded together at their ends with ring-clamps n n, that may at any timebe readily removed to permit the renewal of said castings n n, or eitherof them.

Journaled in an oblong bearing (not shown) of the plate H, and supportedalso in a slot (not shown) of a parallel supporting bar or plate, H is ashaft, 0, on which is rigidly secured a friction-pulley, O, that isdesigned, when required, to be forced in connection with the axle-pulleyN; and extending from said shaft Oto the Operatingdever I, with its ringor eyed end embracing said shaft and its other end pivoted to the lowerend of said operatinglevcr, as shown, is a pitman, P, that serves totransmit the motion of the said lever I when the brakes are to beapplied.

. The plates H H H constitute the frame, which is attached to thecar-truck and supports a portion of the brake mechanism. A spiralspring, 8, extending from a truck-timber forward to the lower end of thelever I, serves to withdraw the operating-pulley 0 from contact with themotor-pulley N when the brakes are released. I is pivoted in a jaw orclip, Q, that'is connected with a rearward clip, Q, by a spiral spring,Q and this clip Q, is in turn pivoted to the lower end ofa crank-lever,R, that is fulcrumed on the plate H, and has its free end curved upwardto be in contact with the under face of the bolster S. Hence it will beseen that the spring Q may operate effectively to force the lower end ofthe lever I forward for the more positive application of thefrictionpulley O to the axle-pulley N, and also that The operatingdeverthe weight of the car operating on the free end of the crank-lever Rwill emphasize such application. Another special advantage of thespring=ti1lerum of the operating-lever is that.

it prevents injury or distortion of the parts by yielding when thedraw-bar is too violently compressed, and by yielding it prevents morepressure on the friction-pulley against the axle pulley and consequentapplication of unnecessary braking force or power.

The clips Q Q, are supported in posit-ion on and between guides Q5, thatare themselves secured to or formed on the plates H H", as Shown in Fig.9.

The brake-beams T and shoes T are of the ordinary kind, as are thebrake-levers U, the brake connecting-rod l and brake-chain Y, the latterhaving one end connected to the le ver 1 and the other to thefriction-pulley shaft 0, the bight of said chain being passed over asupporting-sheave,Vll, that is supported on ashaft projecting from theplate H.

As shown in Fig. 1, the brake mechanismis in the (flisengaged positionit would assume if the car were being pulled in the direction of thearrow and the draw-head extended, If, now, the engineer wishes to stopthe train, he would slow the engine with'the effect of compressing thedraw-bar I). This compression of the draw-bar I) forces the pitman E,and consequently the head of the operating-lever I, rearward, asindicated in dotted lines, Fig. 17, whereby, through the medium of thepitman P, the friction-pulley O is brought into contactwith theaxlepulley N, and the chain V at'once begins to be wound up on the shaft0 with the effect of applying the brakes. The

train being stopped, if now the engine is moved forward, the consequentextension of the drawbar operates to disengage the brakes by withdrawing the pitman E from the top of the lever I, as indicated in Fig.18, thereby permitting the spring .9 to pull the bottom of the saidlover I rearward, and causing thereby the pitman P to remove the pulley0 from contact with the axle-pulley N which pulley O is then free torevol ve in the direction opposite to that in which it was wound up anddisengage the brakes.

Then, if the car is backed, the car-axle revolves backward, and as soonas the eccentric -L comes in contact with the nose I of the dog K itforces said dog rearward, with the effect of pushing the head of therocking lever K rearward, as shown in Fig. 2, and by this movement oflever K the cam-rod M is pushed rearward, so that the tooth or cam Z ofthe latter is forced up over and beyond the pin or stop in of theoperating-lever I. In its rise over said stop m the lever M, operatingthrough the link I, elevates the sleeve I, and thereby the end of thepitman E, above the top of the lever I, as shown in full lines, Fig. 17.The pitman E being thus disengaged from the lever I, the compression ofthe draw-bar ceases to operate for applying the brakes, and the spring 8then operates to withdraw the operating friction pulley 0 from contactwith the motor or axle friction-pulley N, thereby effecting adisengagement of the brake mechanism. The pit man E, when thus raised,lifts with y it the swinging frame F, the lower end of whichconsequently swings forward, as indicated in dotted lines, Fig. 5, sothat when the car is pulledforward again the extension of the draw-barcauses the forked end of the pitman E to be brought in front of the headof the lever I, as indicated in Fig. 18, and said frame F then dropsdown and rests upon the rod 0 at the bottom of said plates G G, and saidframe F then becomes the support of said pitman E, and holds it up sothat it will not engage with the top of the lever I. This arrangementpermits the engineer to back the train and then reduce the speed of theengine, which will allow the cars to run away from each other, andthereby pull out the drawbar, so that the engineer can back up againwithout causing the application of the brake. It will be seen that it,when the cars were pushed rearward and separated from each other as faras their draw-heads and couplings would admit without compression of thespring D, the pitman E were permitted to fall and engage with the top ofthe lever I, the pushing in of the draw-head and further backing up ofthe train would apply the brakes; hence, as this would be just thereverse of what would be desired, the pitman E is held disengaged fromthe lever I by the frame F, as-just stated. Now, in order to bring thepitmanE into the position required for an application of the brakes, thedraw-bar D must be pulled out sufficiently to compress the spring D andatthe same time the fbllowenplate D", to which the link F is connected,is drawn forward, whereby the top of the swinging frame F is drawnforward and caused to take its normal position, as shown in full lines,Fig. 5, where by the pitman E is permitted to re-engage with the leverI.

It will be seen that the dogs K I, lever K, and rod M, constitute, wit-hthe link and sleeve I I, the means for the disengagement of the pitman Efrom the lever I, wherebyis caused, through suitable mechanism, ashereinbefore set forth, the disengagement of the brakes, and when pitmanE and lever I are engaged the compression "of the draw -bar, throughsuitable eccentric L cannot engage with the nose of the dog K when theparts are in position shown in Fig. 1 and the car is being pulled in thedirection of its arrow; and now, if the car be stopped and backed, theeccentr1c L will engage with the nose of the dog K and through itsmedium will cause the rocking lever K to assume position shown in Fig;2, whereby, through the medium of the cam-rod M and its attachments, thepitman E is disengaged from the lever I, thereby effecting adisengagement of the brakes. Thus it will be seen that the brakemechanism, although operated upon for braking always, with oneexception, by the coin pression of the draw-bar, is not operated uponfor braking unless the mechanism is automatically adjusted incorrespondence with the direction of wheel rotation. The exception referred to is when the'engine is slowed so as'to allow the cars toseparate and then backed up again and the draw-bar compressed thereby,in which case the swinging frame F, being the support of the pitman E,does not allow the latter to engage with the lever I. I11 thisparticular lies the great difference between the motion-governed and thedirectiongoverned brake. I

Motion or centrifugal brakes require no adjustment, as they are alwaysready to operate whenever their proper. speed of revolution isreached,whereas direction-brakes must be adjusted to correspond with thedirection of motion, and if this is done automatically, as in this case,it must be done at each change in di-' rection.

In Fig. 1% is shown a. modification of my, brake mechanism, wherein aneccentric, X, is

secured on the car axle B and has a strap, q, inclosing it, from whichextends a slotted rod, (j, through the slot of which the pivot of therocking lever K passes to support it. This rod (1 is provided at eachside with teeth 1' r, and as the axle B revolves these teeth r 1 operateinthe same manner on the dogs K K as does the eccentric L, as aboveexplained.

In Fig. 15 is shown another modification of my brake, wherein a pulley,Y, provided with a crank-pin, t, operates as an eccentric when broughtin contact with a collar,Z, fixed on the axle B by means of teeth 1- ron its rod q, as set forth in relation to the device shown in Fig. 14.It will be further observed that, but one brake or device of thisconstruction and inethod of operating is required to each car,

because it automatically adjusts itself for op crating in whicheverdirection the car is moving, whether the engine be attached to the oneor other end thereof. In this respect it is especially distinguishablefrom other rotary brakes. I do not herein broadly claim the modificationof my brake, because I designmaking them subjects of futureapplications. I do not broadly claim frictional devices ject ofaseparate application.

Having thus described my invention, what I claim as new, and desire tosecure by Letters Patent, is.

1. In a momentum car-brake, operative when the car is running witheither end forward, by

the inward movement of the draw-bar, the combination, with suchdraw-bar, of a friction device set in motion by the axle for operatingthe brake, and a tripping device operated at g each change of directionof wheel rotation, substantially as described.

2. In a-momentum car-brake wherein the brakes are applied throughsuitable mechanism by the combined compression of the drawbar androtation of the car-axle, the combination, with the car-axle, of acollar having a peripheral tooth fixedthereon, a lever provided withattached pivoted tooth-engaging dogs, and a pivoted cam-rod providedwith means, substantially as described, for adjusting the position ofthe connection between the -operating lever and draw-bar, as set forth.

3. In a momentum car-brake provided with a draw-bar pitman andoperating-lever, the

combination, with said pitman and lever, of

a swinging frame, substantially as described, for holding said pitman ina disengaged position after being supported and raised by the saidpitman, as set forth.

4. In a car-brake, as a means for automatically, disengaging thedraw-bar pitman from the operating-lever, the combination, with saidlever and pitman, of a sleeve constructed to be moved upward fordisengaging the lever, substantially as described.

5. In a car-brake, as a means for automatically reconnecting the drawbarpitman with the operating-lever for the purpose of adjusting the brakemechanism for application, the combination, with the drawbar and itspitman and the swinging frame F, of arear follower-plate actuated in onedirection by the spring and in the other by said draw-bar and a linkconnecting the same with the said swing ing frame, substantially asherein shown and described, and for the purpose set forth.

6. I11 a car-brake, the combination, with the draw-bar and the hanger E,loosely secured thereon, of the pitman E, constructed to move with saidhanger, and arranged to act on the operating-lever and to beautomatically disengaged therefrom, substantially as herein shown anddescribed.

7. Ina momentum car-brake, the combination, with the draw-bar andoperating-lever,-

of a draw-bar pitman constructed with forked rear ends, and mechanism,substantially as described, ibrdisengaging the pitman and lever, as setforth.

8. In a car-brake, operative with either end of the car forward, thecombination, with the car-axle B, of a collar, L", having a peripheraltooth, L, and means, substantially as described, for operating thetripping device at each change of wheel rotation and only at suchchange, substantially. as described.

9. In a momentum car-brake, the combina tion, with the car-axle B,provided with rigidly-fixed collar, I having tooth or eccentric L, ofthe rocking lever K, pivoted lever-dogs K I, and spring K",substantially as herein shown and described, and for the purpose setforth.

10. In a moment-um car-brake, the combina tion, with the car-axle 13,provided with rigidly-fixed eccentrically-toothed collar L", of therocking lever K, lever-dogs K 1", spring K and rod M, all arranged andoperating substantially as herein shown and described.

11. 111 a momentum car-brake, the combination, with the operating-leverI, of the sleeve I and means for raising said sleeve on said lever,substantially as herein shown and described.

12. In a momentum cal-brake, the combination, with the operating-leverI, adjustable shaft 0, and friction-pulley O, fixed thereon,

of the pitman I, substantially as and for the 8, whereby the said pulley0 may be with drawn from contact with the pulley N, as described. I

14. In a momentum car-brake, the combination, with the operating-leverI, draw-bar 1),

and movable hanger E, of the draw-bar pit= man E, substantially asherein shown and described.

15. In a momentum canbrake, the combination, with the operating-lever I,draw-bar D,

movable hanger E, and pitman E, of means for detaching said pitman fromsaid lever, substantially as herein shown and described.

16. In a momentum car-brake, the combination, with the draw-bar pitmanE, of the swinging frame F, substantially as herein shown and described,whereby said pitman is supported when the brakes are disengaged, asswarm.

17 In a momentum car-brake, the combination, with the swinging frame F,draw b ar D', follower-plate D and spring D of the link F, substantiallyas herein shown and described, whereby the said swinging frame or pitmansupport is returned to its normal position, as set forth. i

18. In a car-brake, operative with either end car-axle and the brake, ofa disengaging device provided with a toothed collar arranged myinvention I have signed my name, in presto revolve with the axle,constructed to cause ence of two witnesses, this 13th day ofiDecemsaiddevice to disengage the connection beher, 1882. tween the draw-bar andbrake at each change g \V. B. TURNER. 5 in direction of wheel rotation,and by such Vitnesses:

change of rotation, substantially as described. In testimony that Iclaim the foregoing as JACOB J SToRER, ALBERT P. MORIARTY.

